Means for starting internal combustion engines



9 1936. c s TA 2,056,710

MEANS FOR STARTING INTERNAL COMBUSTION ENGINES Filed March 19, 1930 3Sheets-Sheet 1 |NVENTO\R MICHELE ACASERTA ATTORNEY S E N I G N E N O .I T m m mm mm m m m I T R A T s R O F s N m M Filed March 19, 1950 3 Sheets-Sheet 2 INVENTOR MICHELE RLCASERTA ATTORN EY Cm 1936- M CASERTA I I 2,5631% MAM FOR STARTING INTERNAL COMBUSTION ENGINES Filed March 19, 1930 4 3 Sheets-Sheet 3 I INVENTOR MICHELE A. CASERTA M ATTORNEY ill Patented Oct. 6, 1936 UNITED;- STAS MEANS FOR STARTING INTERNAL COMBUSTION ENGINES V Michele A." Caserta, Detroit, Mich.

Application March 19, 1930, Serial No. 437,240 23' Claims. (01. 60- -16) port combustion as soon as the manifold has" This invention relates to means for starting internal combustion engines and more particularly to a new and novel construction thereof tending to simplify, render more efficient and improve the same generally.

Heretofore differentsystems and means have been proposed by which compressed fluid is delivered to and made active in the cylinders undergoing the power stroke to turn the engine, and a charge ofcompressed fluid is delivered to the cylinders undergoing the compression stroke with the aim of preparing in them an explosive mixture ready to ignite when the engine is turned.

However, in these heretofore'known structures the charge to the cylinders undergoing compression stroke has been delivered at thesame pressure as the charge to the cylinders undergoing power stroke and even where the first mentioned charge is delivered throughsmall ports with the intention of checking its pressure, if the engine rails to turn instantly and rapidly the pressure in the cylinders undergoing compression stroke will soon equalize with the pressure in the cylinders undergoing the power stroke with the result that the engine cannot be started.

Therefore, one of the objects of my invention is to deliver a powerful flow of compressed fluid to the cylinders undergoing power stroke, while metered quantities of compressed fluid are delivered to other cylinders so that if the engine fails to start instantly or turns slowly, the fluid continues to exert its full pressure in the cylinder undergoing power stroke to turn the engine, while the limited quantities of fluid delivered'to other cylinders can not oppose the rotationof the engine more than a predetermined amount. Furthermore the leaks around the cylinder valves and the piston rings quickly reduce the pressuredelivering liquid charges to the cylinders during their suction stroke, but this system does not allow for a proper vaporization of the fuel and results in crank case oil dilution. Other means are also known by which a liquid charge is pumped by hand to the intake manifold prior to starting, but this system experiences the same disadvantages I have heretofore mentioned and is additionally objectionable by. reason of the factthat an extra manual operation is required. Moreover,no priming 'chargesare availabletosup been dried out by--suction in the cylinders first operating.-

In accordance with my* present 'invention'I avoid these objections by providing my starter with means for automatically delivering thoroughly vaporized charges to the intake manifold prior to starting the engine-, and continuing-to deliver" similar charges during the starting 'period' and the beginning of the 'running' period, pro-- vision being made for metering such charges and heating them in accordance to conditions of -tem perature and stiffness of-engine. My invention moreoven-contemplates-the automatic supply of sparks to the cylinders undergoing-"the'power stroke by means of a booster'magneto, this'operation being frequently heretofore performed manually in prior art structures.

For thepurpose of setting forth' a clear description andunderstanding of my-invention, I

have shown thepreferred general arrangement thereof for use in connection witha six cylinder,

four cycle, combustion engine of the poppet valve type, it being clearly understood, however, that the said invention'can be employed with'facili'ty in connection With-any multi-cylinde'r combus tion engine of any type'bya rearrangementthat anyone skilled in the art can devise. Furthermore, it should be understood that whilein the accompanying drawings and-description, distributing means' are represented as rotary-distributors; poppet valves and ball valves, anyothermeans capable of performing'the same operation are considered'as coming within the scope of this invention. This also applies -to the vaporizing means, nozzles, springs, ports, conduits, andother details shown'in the instant embodiment of my Figure 5 is a'view'similar to: Figure 10f another modified form of. constructiony Figure 6 is a" semi--'dia'grammatic' 'vi'ew'of' "the 55 distributor parts shown in Figure 5 illustrating the location and arrangement of the ports;

Figure 7 is a viewsimilar to Figure 1 of another modified form of construction;

Figure 8 is a semi-diagrammatic view of the distributor parts shown in Figure '7 showing more particularly the location and arrangement of the ports;

Figures 9 and 10 are detail sectional views showing in detail the construction of regulable nozzles;

Figure 11 is a sectional view through the preferred form of distributor construction;

Figure 12 is a view showing the general arrangment of a starting means constructed in accordance with my invention, the structure being illustrated semi-diagrammatically for the purpose of clearness;

Figure 13 is a semi-diagrammatic view showing a compressed air motor driving a booster magneto;

Figure 14 is a semi-diagrammatic view showing a preferred means of coupling the booster magneto to the engine when the same is driven by the latter.

Figure 15 is another modified form of distributor, and

Figure 16 is a semi-diagrammatic view of the distributor parts shown in Figure 15, showing more clearly the arrangement and location of the ports.

Figures 17 and 18 are fragmentary semi-diagrammatical views showing the relative position of some of the controls during different phases of the starting action.

In Figures 12, 1'7 and 18 I00 indicates a compressed fiuid reservoir or receptacle, to which compressed fluid may be supplied by any suitable means. A bracket I06 carries rotatably around pivot I I I, a lever I08, which can conveniently be operated through button I09 and is normally held against stop IIO by spring I0I. Considering first only the portion of lever I08 which is shown at the right side of pivot III the length of said portion is made barely long enough to obtain the result that, when said lever is lowered, its end engages the member or catch I05 carried by pivot I44 and bracket I04 on stem of valve I02, and opens said valve which releases compressed fluid to the port provided by conduit I03. The relative position of some of the parts during this phase is illustrated in Figure 17. By pushing further lever I08, as the angle increases lever I08 is not long enough to keep into engagement catch I05, which snaps past the edge of lever I08 under the tension of spring I43 and lets valve I02 seat again, closing communication between reservoir I00 and conduit I03. The catch I05 is free to rotate upwardly and allows lever I08 to return to normal position after starting the engine.

The height of valve IOI is so regulated that said valve will be opened by lever I08 against tension of spring I45 and will allow compressed fluid to port I I provided by conduit I6I about the same time that valve I02 is disengaged and closes. The relative position of parts during this phase is illustrated in Figure 18. The left end of lever I08 operates two electrical switches I40 and I22'through pivot II2, equalizing lever II3, insulated pivoted brackets H4 and contact surfaces II5. In the form shown, I I6 represents an elastic sheet metal part, of which there are two in each switch, and on which the contact surfaces II5 slide to set contact. Said switches are so arranged that switch I22 is closed preferably before valve I02 is opened, and switch I40 is closed preferably only when valve IOI is opened. Switch I22-is inserted in a circuit which includes a source of electric current (such for instance as a battery) I23 and a heating system indicated in the preferred form by insulated coils I24 and I25 wound around the intake manifold I3 and priming manifold I5. Switch I40 is inserted in a circuit which includes a source of electric current III and a distributor I20 which delivers current to the engine spark plugs I4I through leads I2 I, in proper timing. I46 indicates a conduit or cover protecting the electric leads I2I.

The upper part of Figure 12 shows in a semidiagrammatical manner a six cylinder engine, I0 indicating the cylinders, I3 the intake manifold, I2 the intake valves, I4 and I6 check valves allowing communication from priming manifold I5 to the intake manifold, but not vice versa. The numeral I0 indicates ports provided in the present embodiment by conduits I02 leading from the fluid distributor 84 to the cylinders, II being the check valves allowing communiaction from said ports to the cylinders, but not vice versa.

The numeral 84 indicates a distributor to which compressed fluid is delivered by conduits I6I, when valve IN is open, while conduits I62 deliver compressed fluid in proper timing from distributor to valves II. Port 32 provided by conduit I63 leads from distributor 84 to priming chamber I8, check valves 82 and 83 allowing compressed fluid from conduits I63 and I03 respectively, to enter priming chamber I8 but not vice versa, while check valve has the same function for fuel supplied from the constant level chamber of carburetor 11 through conduit I9.

Figure 1 shows in a semi-diagrammatical way a distributor embodying some of the principles of my invention carried out in such a form as to facilitate understanding. I indicates the stationary body of a main distributor in which rotates a shaft 2 connected in proper timing and ratio with the engine. Said shaft is fixed with rotary distributor 3 and extension shaft 4, which in turn is slid'ably but non-rotatably connected with shaft 5 which is fixed with rotary distributor I and shaft I6. This shaft is also slidably but non-rotatably connected with shaft II, rotary distributor 22 and shaft 23 which is connected in the same manner with shaft 24, rotary distributor 26 and shaft 30. This arrangement allows the rotary distributors to seat on the stationary disributors or partition surfaces for each of them provided, and against which they are compelled by fluid pressure and action of springs 6 and 29. The ports I0 shown in the stationary distributors are connected in proper order to the engine cylinders as already described. The intermediate body 9 provides a high pressure fluid chamber 8 to which high pressure fluid is delivered through port I I, and a fuel chamber I4, which is in communication with chamber 8 only when port 34 in the distributor I is in front of ports I3 of partition I 2. Fuel is supplied to chamber I4 by conduit I9 and check valve I8. A nozzle I5 is provided in which the fuel can enter through hole I42 at the bottom and can be sucked through port 20 whenever a flow of fluid is induced in said port in the proper direction. Port 20 is connected to port 28 and metered fluid chamber 25.

From this chamber the fluid is distributed on one side through port 35 in rotary distributor 22 to ports 21 in stationary distributor 2I, and on the other side is intermittently supplied through ports 36 in rotary distributor 28 to port 32 in 75 15. the other.

Figures 2, 3 and 4 show the preferred timingv of rotary distributors I, 22 and 26. At the stage shown in said figures, port 34 is going to set communication between chambers 8 and I4, while ports '35 and 36 have just closed communication fromchamber 25 to ports 21 and 32. It will be noted that the system of the two freely communicating chambers I4 and 25 is never in communication with chamber 8 and with ports 21 and 32 at the same time, but only with either one or Therefore, no more fluid will go through said last mentioned ports every time they are uncovered, than has been stored in the system of chambers I4 and 25 in the preceding stage. A metering action is thus provided, which pre- :vents' the continuous flow of high. pressure fluid through ports 2? and 32.

To startthe engine the operator pushes button I09 downwardly and by this the switch I22 is first closed, and coils I24 and I25 start to heat :manifolds I3 and I5.

By further pushing the button I09 the valve I02 is thrown open and pressure fluid is released through conduit I03 to chamber I8, where it mixes with priming fuel which thoroughly vaporizes going through the hot-spot I25 and finally enters the intake manifold 13 through valves I6 and Id; The various ports and valves may be so proportioned that during the'time valve I02 is open, only the proper amount of fluid and fuel is delivered to the manifold l3, and excessive waste of fluid and fuel is avoided.v Usually the spring I43 is made rather weak and the fluid pressure against valve I02 causes most of the resistance to the movement of lever I08; this fluid resistance however suddenly disappears the very moment the valve is unseated, and the lever I08 under the pressure of the operators hand rapidly passes the position at which catch I05 snaps free, and valve I02 stays open only a very short and practically constant period at every start.

of high-pressure fluid is delivered by port II to chamber 0 and will exert its pressure on whichever cylinder is in communication with chamber 8 through ports 33 and I0, conduit I62 and valve II. No other continuous flow of fluid out of chamber 8 is allowed, as' either distributor I closes communicationwith chambers i4 and 25,

or distributors 22 and 26 close all possible outlets from said chambers, as already described. Distributor 3 is preferably so timed as to direct said continuous stream offull pressurefluid to a cylinder undergoing power-stroke, to turn the en-.

gine.

Whenthe engine begins to turn, the cylinders will draw-the rich warm mixture that has been provided-shy chamber I8 to manifold I3 as described before, while a pulsating stream of fluid will be allowed through ports I3 and, after mixing: With'fuel, will bexdeliveredxto chamber 25. Distributor 22 is'preferaby so timed as to set communication through ports 35, 2? and I0 and valveii, between chamber 25-and a cylinder undergoingsuctionstroke every time chambers 25" and i4 =-have been: supplied with a charge vofL-fluid'; whiledistributor-ZB .allows part ofisaid charge to lflow 'throughportsfi txand 32,.lwill..reachlchamber.

I8 'a'ndtcontinue .the.- action heretofore performed by'fluidireleased throughvalve I02. l

The multiplicity of ways by whiohsfuel' iszsupplied .to the fluid which later constitutes the cylinder charges, allows sufiicient time to the'fuel t0 vaporize andmix with the fluid and permits a very efficient regulation of mixture accordingto conditions of climate and stiffness of the engine. Such regulation is easily performed by properly proportioning. ports, valves, nozzles and heating system, before installation, and by handling valves 38; 39, I4! and I42, and regulating the nozzles as will be later described.

Figure. 5 shows a different form in which the operations performed by distributors 3, I and 22 are performed by only one rotary distributor 43, driven through shaft 42 rotating in casingv 40. Figure 6 is a phantom view of rotary distributor 43 on stationary distributor 49. Port 44 has the same function as port 33 in Figure 1, and port the same function as port 34; while the radial groove '43 machined in distributor 43 sets communication intermittently between fuel chamber 52 and ports I0 and corresponds to port 35 of Figure 1.

When high pressure fluid is delivered to chamber ii through port II, it is. distributed to the cylinders undergoing power stroke by ports 44 and i0, conduit: I62, while an intermittent flow is allowed in chamber 52 through ports 45 and 41 and after mixing with fuel sucked through port 5I and calibrated hole 53 of'nozzle 50, it is intermittently distributed through ports 48, Miami I0 to the cylinders which are in suction stroke.

Figure 6 shows how ports 45 and 46 can be arranged tothe end that chamber 52 is never in communication with both chamber 4| and ports It at the same time.

In Figure '7, a form of distributor is disclosed which utilizes as intermittent flow reservoirs, the ports I0 and. conduits I52 themselves. If the valves iI applied to the engine cylinders are provided with springs, as they usually are, a certainramount of compressed fluid will be trapped in conduits. 562 between said valves and distributor BI driven by shaft 62, after each one of conduits PS2 has been operative for high pressure.

fluid supplied from chamber 64 through port 53. Said trapped fluid is allowed toescape through a radial groove 68 of distributor BI and a. circular port formed by grooves 65 and 66 provided in rotary distributor SI and stationary distributor 00, and is led to chamber I8 through port 32. Groove 58 and port 63 are shown in Figure 8 so arranged that either one is in communication with one of ports I0, but never both at one time.

Figure 15 shows a form of distributing means in which I5I is a rotary distributor driven through shaft I52. B60 is a fluid receptacle corresponding to chamber 8 of Figure 1; I is the casing, I0 are the ports which through conduits I62 lead to cylinders and I I is the port to supply fluid to the receptacle, as usual. I58 is the distributor body, I57 the metering chamber, I59 ports in stationary distributor from receptacle I60 to chamber I51, and $54 the corresponding port in rotary distributor, while 653 is the port distributing the main fluid stream to the cylinders through port I0. I 5%; is a central port in stationary distributor,

always communicating with port 32,and I a radial groove in rotary distributor, intermittently setting communication between chamber I51 and port performing the same function of distributors I and 2? of Figure 1. In Figure 16 is clearly shownsthe relative timing of ports. .l54,and I55 to the end that a continuous communication between receptacle I60 and port 32 is never permitted at any time.

In Figure 11 is shown the preferred form of my invention as already disclosed in its single parts, so that another complete description is unnecessary. It is sufficient to state that 90 is the high pressure chamber, 9i the intermittent flow chamber, 92 its cover, and 93 a spring to hold rotary distributor 22 in place when there is no pressure in chamber 9|. All other parts, each marked by numerals, perform the same function for each of them above described.

With reference to said Figure 11, in connection with Figures 2, 3, 8 and 12, it will be seen that when compressed fluid is released to chamber 90 through conduit I5I and port I I from reservoir I90, said fluid is distributed to cylinders in power stroke by port 52 of distributor 5| through ports i0 and conduits I62. On the other hand rotary distributors I and 22 are so timed with each other that either distributor 1 allows flow of fluid from chamber 9i) to chambers I4 and SI through ports 34 and I3 while distributor 22 prevents the escape of fluid from chamber ll to ports 21, or distributor 7 prevents communication between chamber 99 and chambers I4 and SI while port 35 of distributor 22 registers with one of ports 2'! and so allows any compressed fluid contained in chambers I4 and 9| to be distributed through ports 21, valve 31 and conduit IE2 to a cylinder undergoing a stroke different from power stroke.

In other words, at the beginning of the starting action, when compressed fluid from chamber 90 begins to exert pressure in a cylinder in power stroke to turn the engine, but the engine is still resisting and does not turn yet because of normal friction, frozen lubricant or any other abnormal impediment, the fluid from chamber 99 is only allowed to cylinders in power stroke and the combination of distributors I and 22 prevents escape by the way which would perform the priming of cylinders in different stroke; however, as soon as the engine turns fluid is allowed to intermittently fill chambers i l and SI, rush past nozzle I5 to form a priming mixture and intermittently expand from said chambers to the engine cylinders to be primed. As already seen while describing the modifications illustrated in Figures 7 and 8, groove 68 of distributor 6i registers with ports IO after the same have been active in distributing high pressure fluid to the cylinders in power stroke, and allows the fluid trapped in the temporary recep-iacle provided between valves II and distributor ill by said ports and conduits connected thereto to escape through annular groove 65, port 32 and conduit I63 to chamber i3, where it forms a priming mixture which is distributed by manifold 15 to manifold '53.

Nozzle I5 has been shown partly in dotted lines, it being understood that itis offset with reference to shafts it and I! and only shown in section for representation purposes. Also, no attempt has been made to show pipes, fittings and valves in a constructive form, since no claims are made on their form.

While I have specifically described my invention as applied to a six cylinder, poppet valve engine, the principles of said invention can be applied to any internal combustion engine. It shall also be understood that while in the example described, compressed fluid is made operative in al cylinders of the engine, in engines with a great number of cylinders, it is sometimes preferable to apply compressed fluid to a lesser number of cylinders, and whenever there is more than one intake manifold and carburetor, it shall be optional to apply the vaporizing device (I4 to '18) to all or part of them, and the same shall be understood about the heating device.

Figure 13 shows one of the forms by which a booster magneto I21 can be automatically operated in connection with my invention, when the source of electric current I I? is not available. A compressed fluid motor I28 is operated by compressed fluid passing through conduit I393, which is preferably branched from conduit I SI of Figure 12, and through shaft I29 driving the booster I21 which is connected to distributor I29 by leads I29 taking the place of leads i I9 of Figure 12.

In Figure 14, I39 is a shaft preferably driven by the engine and preferably geared so as to turn at higher speed than the engine crankshaft. Said shaft is round or preferably square, and carries slidably mounted a conical part I32 which is linked to the eye portions I38 of said shaft I39 through links I33, I34 and I35. I3? is a spring and I36 are weights, the booster magneto shaft carrying an internally conical member ISI in which the part I32 is pushed by spring I3? when the engine is at rest, thus making a clutch connection. When the engine is being started and turns slowly, the booster I121 is driven through clutch i3ll32, but as soon as the engine is speeded up the reaction of weights I38 under centrifugal force overcomes the action of spring I31, member I32 is withdrawn and no further rotation is imparted to booster magneto I21. Weights I38 and spring I31 can be so proportioned as to have booster 221 in action at regular idling speed, to improve smoothness of engine.

Figure 9 shows one of the forms by which any nozzle can be made easily adjustable, to vary the proportions of the mixture. The nozzle I50 may be screwed more or less deeply into the chamber wall I52, and locked in place'by means of the nut I52.

Figure 10 shows a form of adjustable nozzle suitable for horizontal nozzles such for instance as 53, while the form shown in Figure 9 is more suitable for vertical nozzles such for instance as I5 and 8|. In the construction shown in Figure 10 the regulation is obtained by screwing more or less deeply into the chamber wall I56 the nozzle I55 and locking it in place by means of nut E51.

Figures 1'? and 18 have already been described as representing the relative position of some of the control means during two different phases of the starting action.

What I claim as my invention is:

1. In a device of the class described, employed for starting internal combustion engines, a source of compressed fluid, a metered fluid receptacle, means alternately opening and closing communication between said source and said metered fluid receptacle, means for distributing fluid to the engine cylinders while undergoing power stroke to turn the engine, and means alternately closing and opening communication between said metered fluid receptacle and said engine cylinders while undergoing a different stroke, in cyclic manner.

2. In a device of the class described employed for starting internal combustion engines, means including a receptacle for distributing fluid to cylinders undergoing power stroke, a metered fluid receptacle, ports connecting said metered fluid receptacle to the engine cylinders, means for opening and closing communication between said first mentioned receptacle and metered fluid receptacle, means operating alternately there- --.with for openingand closing communication between said metered fluid *receptacler-and said cylinder ports; :while the corresponding cylinders undergo .a stroke'difierent from: power stroke,

and-.means'for"supplying and mixing -.Euel tothe fluid receptacle to'the enginetcylinders, means for opening and closing communication between-said first-mentioned receptacle and meteredfluidre ceptacle, means operating alternately therewith for opening and closing communication between said metered fluid receptacle and said; cylinder ports, while the corresponding cylindersundergo a stroke different from power stroke,means for mixing fuel with the fluid in said -metered:fluid receptacle, and means for regulating the quantity ofufuel supplied andmixed with saidfluid. -4. In a starting device for engines, means including ports fordistributing compressed fluid to engine cylinders'undergoing power stroke to turn the engine, means for 'metering predetermined volumes of fluid, means including, ports for introducing said metered volumes of fluidinto said first mentioned ports while they are'not active in delivering fluidtto-lthe: cylinders to turn the engine,v and means in said last mentioned ports for checking the back-flow of said fluid.

5..In.a device for starting internal combustion engines, means distributing fluid to the cylinders undergoing power. stroke to turn the engine,za

source of compressed fluid, a metering receptacle for said fluid, an engine timed distributor for alternately opening and closing communication between saidsource and said receptacle,-ports connecting. said receptacle with. a: plurality .of engine cylinders, and engine timed means for alternately closing and opening communication between said receptacle and each of said cylinder ports in succession between the end ofexhaust stroke and the .firing phase.

'6. In a device for. starting internal combustion engines, a compressed fluid receptacle, distributing means, conduits, and checking means active in distributingffluid from said receptacle to the engine cylinders in proper sequence and. in trapping fluid .in saidconduits, additional .engine starting .means, and means for directing the trapped fluid to saidadditional engine starting means.

7. In a combination, a plurality of engine. cylinders, a source -of compressed fluid, conduits from said source to said cylinders, engine timed means for distributing said fluid to said cylinders through said conduits, flow check meansbetween said conduits and saiclcylinders, saiddistributing and check means being intermittently active in trapping fluid in said conduits, fluid initiated means accessory in engine starting, and means for directing the trapped fluid to said accessory means.

8. In an apparatus for starting internal combustion engines including an intake manifold, a source of compressed fluid, means by which said compressed fluid is made operative to turn the engine, means for forming a compressed priming charge including fluid from said source, and engine timed means for metering and delivering predetermined volumes of said compressed priming charge to the engine manifold to prime the engine.

:9; :In a combination, an intemal'combustion =enginecomprising a plurality of-cylinders, a

carburetor, a fuel receptacle, means including a back-flow 'che'ckdeviceifor supplying fuel from :said carburetor to said fuel receptacle, means. wforsupplying fluid pressure to said receptacle, :means for forming a mixture of said fluid and i fuel and=engine timed means for metering and delivering predetermined volumes of said mix- *.ture to the engine. cylinders'in cyclic manner.

;-l'.0. Ina combination, an internal combustion rengine comprising a plurality of cylinders and a manifold, a=fuel receptacle, means for supplying "compressed fluid to, said receptacle, means for '.ll'llXll1g said fluid and fuel, means for supplying the resulting mixture to the engine manifold ;prior to turning .the engine, means formetering the supply of said'zmixture to the engine manifold proportionately to the'lenginespeed when theenginehas started, and means for heating a component of the mixture prior to'its introduction into the manifold.

.11. In a starting'device for internal combustionengin'espmeans for distributingfluid to the .engine cylinders during power stroke to turn the -...engine,a:means for distributing under pressure'a succession of predetermined volumes of'fluid' to the engine cylinders between the end of exhaust stroke and the firing phase to prime the engine, means-for delivering fluid to the engine manifold to prime 'the engine, anda single operative menu'- ber to bring into actuation the :means aforesaid.

12. In:afstartingzdevice for internal-combustion engines, means' for distributing fluid to the enginev cylinders I during: power stroke to turn the -engine-;:means forldistributing fluid to said cylinrders between the endzof exhaust stroke'and' the firing'phase to..prime the engine; engine actuated means for-controllingthe supply of fluid to said lastr.mentionedzdistributing:means;-means for detlivering'primingfluid' to'r theengine before said enginedsxactiva means for preventing said last mentioned means from beingoperative while the engine isiactive, and a single controlling memher for bringing -all:said means into operation.

13.1:Invh1eans for starting internal-combusition engines, means fori distributing "fluid to the engine'cylindersduring power stroke to turn the engine, means for distributing priming fluid .Cthroughiports :to said. cylinders between the end of exhaust stroke and the firing phase to prime the engine; and engine controlled means for closing'said ports'to said-priming fluid while the entgine is inactive and allowing intermittent passage through said ports to said cylinders during the 'wholeeperiod' of engine activity.

.l l." In means for starting internal combustion enginesymeans for distributingfluid to the en- .;gine:cy1inders.during power'stroke to turn the engine, means for distributing predetermined vol- .iumes 'ofipriming fluidIthroughports to-sa'id cylinders between the end of exhaust stroke and the firing phase to prime the engine, and engine controlled means for closing said ports to said priming fluid while the engine is inactive and allowing intermittent passage through said ports to said cylinders during the whole period of engine activity.

15. In a combination, an internal combustion engine comprising a plurality of cylinders, means by which compressed fluid is made operative to turn the engine, means including ports for distributing priming fluid to the engine cylinders, and engine controlled means for closing said ports to said priming fluid while the engine is inactive and allowing. intermittent passage through said ports to said cylinders during the whole period of engine activity.

16. In means for starting internal combustion engines, a source of compressed fluid, a fluid chamber, means for setting communication between said source and said chamber, means for delivering compressed fluid from said chamber to an engine cylinder undergoing power stroke to turn the engine, means for delivering compressed fluid from said chamber to an engine cylinder between the end of the exhaust phase and the firing phase to prime said cylinder, and engine controlled means for preventing at all times said last mentioned delivery while said engine is inactive.

1'7. In means for starting internal combustion engines, a source of compressed fluid, a fluid chamber, means for setting communication between said source and said chamber, means for delivering compressed fluid from said chamber to an engine cylinder undergoing power stroke to turn the engine, and an alternating engine controlled fluid trap for delivering compressed fluid from said chamber to an engine cylinder prior to power stroke only after said engine has begun to turn.

18. In a combination, an internal combustion engine comprising a plurality of eylinders,a chamber for mixing compressed fluid and fuel, means for delivering the resulting mixture to the engine cylinders, a compressed fluid reservoir, a first release means for releasing fluid from said reservoir to said mixing chamber, engine timed means for metering compressed fluid at a rate per minute proportional to the engine speed, means connecting said metering means to said mixing chamber, a second release means for releasing compressed fluid from said reservoir to said metering means, a starting lever for operating both said release means, and means allowing said first release means to close before said second release means is opened.

19. In means for starting internal combustion engines including a plurality of cylinders, a source of compressed fluid, means for distributing fluid from said source to said cylinders during power stroke to turn said engine, means for distributing priming fluid from said source through ports to said cylinders between the end of exhaust stroke and the firing phase to prime said engine, engine controlled means for closing said ports to said priming fluid while the engine is inactive, other means for delivering priming fluid from said source to said engine while said engine is inactive, and means connected to said first mentioned distributing means for preventing the activity of said last mentioned means while the engine is being turned by fluid through said first mentioned distributing means.

20. In a. combination, an internal combustion engine comprising a plurality of cylinders,asource of priming fluid, conduits connected to the engine cylinders, a distributor for injecting in cyclic manner said fluid under pressure into said conduits while the corresponding cylinders are on stroke different from power stroke, and engine controlled means in said distributor for stopping the flow of said fluid from said source to said cylinders on' stroke difierent from power stroke when the engine is inactive, and intermittently allowing said flow of fluid when said engine is rotating.

21. In a device for starting internal combustion engines, fluid initiated means accessory in engine starting and fluid metering means for supplying fluid to said accessory means at a rate proportional to the engine speed to proportion the activity of said accessory means to the engine needs, said metering means including a flrst compressed fluid receptacle, a second receptacle, distributing means for intermittently opening communication between said first and second receptacle, and distributing means for intermittently opening communication between said second receptacle and said accessory means, said distributing means being so timed with respect to one another that communication between said receptacles is closed when communication between said second receptacle and said accessory means is open.

22. In a device of the class described, means for starting internal combustion engines including a plurality of cylinders wherein a first stream of compressed fluidis made operative to turn the engine, a fluid chamber, means for forming a second stream of compressed fluid, means for introducing metered predetermined volumes of said second stream compressed fluid into said chamber, means for mixing fuel to said second stream compressed fluid to form a compressed priming mixture, and means operating alternately with said introducing means for delivering the resulting predetermined volumes of priming mixture under pressure in succession to the engine cylinders between the end of the exhaust stroke and the firing phase to prime said engine.

23. In a device of the class described, means for starting internal combustion engines including a plurality of cylinders wherein a first stream of compressed fluid is made operative to turn the engine, a fluid chamber, means for forming a second stream of compressed fluid, means for introducing metered predetermined volumes of said second stream compressed fluid into said chamber, means for mixing fuel to said second stream compressed fluid to form a compressed priming mixture, and means operating alternately with said introducing means for delivering the resulting predetermined volumes of priming mixture under pressure in succession to the engine cylinders during admission stroke to prime said engine.

MICHELE A. CASERTA. 

